Electric-railway switch.



mo. 756,870. PATENTED'APR. 12, 1904. M. A. MARKS, JR.

ELECTRIC RAILWAY SWITCH. APPLICATION FILED mm. 4. 1903. N0 MODEL. asums-sum 1.

Witfiesses; g mie 225133 Mlbourne f1. Marks; Jr,

PATENTED APR. 12, 1904.

M. A. MARKS, J3. ELECTRIC RAILWAY SWITCH. APPLICATION FILED FEB. 4,1903.

8 SHEETS-SHEET 2.

N0 MODEL.

mama-r, Melbourne fl.Mar7 s,

Wifizesses,

NE upams mm co Padre-Lima. wnmNuTnn, b. 2.

No. 756,870. PATENTED APR. 12, 1904.

MA. MARKS, J3.

ELECTRIC RAILWAY SWITCH. APPLICATION nun ran. 4. 1905. no 110mm.

3 SHEETE-SHBBT 3.

M- I O w 5 40a Ti .9 Wizesses; 7

[01116211273 Melbourne fl. Marks, r,-

air I His. fit foray c9. e/ ZZT UNITED STATES Patented April 12, 1904.

PATENT OEEICE.

MELBOURNE A. MARKS, JR, OF BROOKLINE, MASSACHUSETTS.

ELECTRIC-RAILWAY SWITCH.

SPEGIFIGATION forming part of Letters Patent No. 756,870, dated April12, 1904.

Application filed February 4, 1903. Serial No. 141,828. (No model.)

4 clear, and exact description Myinvention is in the line of switchesfor trolley street-car lines; and it has for its object the effecting ofcertain improvements in details of construction whereby the switchpointcan have the necessary current applied to operate it without requiringthe cars to be provided. with additional levers or switches; further, inan improved arrangement of the means directly controlling theswitch-point, to devices for preventing the switch-point from beingrendered inoperative by ice, and to other details hereinafter set forth.

Referring to the drawings forming part of this specification, Figure 1.is a diagram representing in side elevation the general arrangement ofthe parts. Fig. 2 is a diagram in plan view showing the switch-point,but omitting the car. Fig. 3 is a perspective view of the partsconnected with the trolleywire. Fig. 4 is a transverse section of thesame, showing the trolley wheel contacting therewith. Fig. 5 is an underview of said parts. Fig. 6 is a side view of the same. Fig. 7 is asectional elevation through XX in Fig. 9 of theswitch-operatingmechanism. Fig. 8 is a sectional elevation of the same through Y Y inFig. 9. Fig. 9 is a plan view of the same, a part thereof being insection; and Fig. lOisa view of the automatic temperature-switch.

The reference numeral 1 designates the overhead trolley-wire forsupplying operative current to the car-motors 4 through the trolley 2,the usual power-handle 3 being provided forturning on and off theenergizingcurrent. (See Fig. 1.) i

5 is one of the track-rails, 5 the branch track therefrom, and 6 theswitch-point. Said switch-point is rigidly connected through .itspivotal spindle 8 with the lever-arm 9,

and the extremity of the said arm is engaged by the rods 24: 25,carrying the cores 22 .23

of the solenoids 2O 21. Current being supplied to one or the other ofsaid solenoids, the switch-point is shifted accordingly. My arrangementfor enabling the switch-point to be shifted to switch the car to abranch track or to continue straight ahead without additional levers forthe motorman to manipulate is as follows: Secured beneath thetrolleywire 1 at a suitable distance in advance of the switch is theinsulating-block 10, carrying beneath it the contact-ways 12 14 16 17all insulatedone from another. As shown in Fig. 4, these contact-waysare inclined upon their inner faces and located at such distance apartas to receive a trolley-wheel between them. To properly guide thetrolley-wheel to and from this space, the acute-angled plates 11 and 15are provided. Of these two the plate 11 is put into permanent circuitwith the contact bar or way 12 and also into circuit with thetrolley-wire l. Its companion contact-bar 14 is connected, through thewire 18, with the solenoid 21, while the. circuit is completed throughthe said solenoid, through the wire 28, to the track return-wire 7.Hence when the trolley-wheel 2 reaches the two contact-bars 12 14: andthe power-handle 3 of the car is turned to shut off the power to themotor the current from the trolley-wire 1 passes from the same, throughthe plate 11, to the contactbar 12, thence through said wheel to theother bar 14, and by the way of the wires already described to thesolenoid 21 and return-wire This energizes said solenoid, and therebyattracts within it the core 23, and so sets the switch-point 6 for astraight-ahead course of the car. When the same wheel 2 reaches the twocontact-bars 16 17, the current passes from the trolley-wire 1, throughthe wire 29, to the solenoid 20, and from thence, through the wire 19,to said contact-bar 16, then down the trolley-wheel, pole, andcontroller to the car-motor, and so back to the track and return-wire 7The solenoid 20 being thus energized, the lever-arm 9 will be moved tothrow the switch-point 6 in the opposite direction, and so guide thecar-wheels into the switchtrack 5. If now the power-handle?) is turnedto keep the current on as the trolley-wheel passes the contact-barsaforesaid, the solenoid 20 will be the one last to operate the switchand the car will be guided to the switch-track 5. If then it is desiredto keep the car on the main track, the motorman turns off the currentjust before his trolley reaches the contact-bars, permitting the car tocoast for a few feet. In this manner the switch is operated by. aperfectly natural manipulation of the power-handle, and all that he hasto remember is that the power-handle is to be turned when the car is tokeep on the main track and the handle to remain unchanged when the caris to force its way about the curved switch-track 5, and inasmuch aspower is required to pass about the curve and comparatively none to keepon straight ahead a short distance the motorman can have no diffieultyin instinctively recalling what to do under the circumstances.

My arrangement for keeping the apparatus from moisture is as follows: Asshown in Figs. 7, 8, and 9, the switclroperating mechanism is located inthe T-shapedbox 10, arranged as shown in Fig. 9, with what correspondsto the cross-arms parallel with the track-rail and with its top flushwith the surface of the street, and hence with the face of the tracks.The upper edges of the box are formed with rabbets 11 for the receptionof the covers 50, 51, and 52, preferably of heavy cast-iron, suitablyscored or roughened to prevent horses feet from slipping thereon.Beneath these outer covers are the plates 55 56, designed to be boltedwater-tight upon the shoulders or rabbets 12 of the box. Beneath theseinner covers or plates are located the switch-operating mechanismalready described. The portion of the track containing the switch-point6 cuts through the box-section a0 between the outer covers 51 52 andjust above the inner cover or plate 56. Through it passes the spindle 8from said switch-point to the leverarm 9, suitable packing-box beingarranged for said spindle, as shown in Fig. 7, and said arm reachingthrough a slot 46 in the partition 45 to the chamber included betweenthe partitions 13 M, between which latter and the box ends are locatedthe solenoids 2O 21. The rods 24 25 from the cores of said solenoidspass through said partitions and are supported thereby, suitablestufling boxes being provided to insure against the admission of anywater to the solenoids from other parts of the box.

To prevent any unnecessary strain upon the spindle 8 and arm 9 when theswitch-point is thrown and reaches its limit of movement, I prefer toprovide the solenoids with adjustable stops for receiving the impact ofthe cores 22 23. These adjustable stops comprise the screw-plugs60,turning in the correspondingly-threaded interior of the solenoids,and check-nuts 61, being added to guard against dislodgment.Each'solenoid consisting, prefwindings, it is this brass spool which isinternally threaded for a short distance at one end.

Inasmuch as frozen snow and ice are the hitherto greatest drawbackagainst the practicability of automatically-operated tramwayswitches, Ihave devised means for preventing such freezing without the aid of saltand its deleterious results upon horses hoo'fs. My means consists 'of anelectric heater 70, located within the chamber below the plate 56 withinthe box and arranged to communicate the required amount of heat'to theswitchcontaining rail just above to wholly prevent water and snow fromfreezing within its grooves. This heater takes its current from thetrolley-wire 1 through a wire 72, connected with a switch 7 3 on thepole 75, the circuit from said heater comprising the wire 71, joined tothe track return-wire 7. (See Fig. 9.) By switching the current ontothis heater whenever the weather is cold enough to require it theswitch-point 6 is kept from all danger of becoming frozen up. I preferto have this switch one which is automatically operated by variations inatmospheric temperature, so that whenever the freezing-point is reachedthe current will be automatically switched to the heater or turned ofitherefrom, and so dispense with any necessity for the men to operate theswitches when there is danger of freezing. This automatictemperature-switch is illustrated in Fig. 10 and consists of thecustomary arrangement of two united strips of unequally-expandingmetals, designed to straighten and complete the circuit at a designatedlow temperature.

VVhatI claim as myinvention, and forwhich I desire Letters Patent, is asfollows, to wit:

1. In an automatic switch, the combination of a switch-point,magnetically-operated devices controlling said switch-point, 'atrolleywire, and two pairs of contact-bars supported by said wire; onebar ofthe first pair being in permanent circuit with said wire but theother normally insulated therefrom and connected with one of saidmagnetically-operated devices, the two bars of this pair being put intocircuit by the passage of a trolley-wheel between and in contactwiththem; and both of the other pair of bars being permanently insulatedfrom said wire, but one thereof being connected with the other of saidmagnetically-operated devices and the latter being wired to saidtrolley-wire; the first-named magnetically-operated device being incircuit with the track-return, substantially as described.

2. In an automatic switch, the combination with the trolley-wire of theinsulating-block suspended therefrom, the contact-bars fixed to theunder side of said block and having inclined inner faces constructed toreceive a trolley-wheel between them, and the acute-angled plates fixedto said trolley-wire and having 6 5 erably, of a brass spool 62,supporting the their vertical ends close to said block and bars,

whereby the trolley-wheels of passing cars are directed to and fromtheir path between said bars, substantially as described.

3. In an automatic switch, the combination with the trolley-wire, of theinsulating-block suspended therefrom, the contact-bars fixed to theunder side of said block and having inclined inner faces constructed toreceive atrolley-wheel between them, and the two acuteangled platesfixed to said trolley-wire with their vertical ends close to said block,and with one of said plates in permanent circuit with one of saidcontact-bars, substantially as described.

4:. In an automatic switch, the combination of the trolley-wire, theinsulating-block suspended therefrom, the two pairs of contactbars fixedto the under face of said block, one bar of one of said pairs being inpermanent circuit with the trolley-wire, means for guidingtrolley-wheels to and from the space between said bars, a switch-point,two electrically-operated solenoids having their cores constructed tothrow said switch, electric connections between one of said solenoidswith the trolley-wire and with the pair of contactbars not in circuitwith the trolleywvire, and electric connections between the other ofsaid solenoids and the track-return and also with that one of thecontact-bars of the pair which is companion to the one in permanentcircuit with the trolley wire, substantially as described.

5. In an automatic switch, the combination with the switch point havingthe vertical spindle rigid therewith, the lever-arm fixed to the lowerend of said spindle, the solenoids having the cores movable therein, therods projecting from said cores and terminally joined to the extremityof said lever-arm, a water-tight box inclosing said parts, andpartitions in said box having openings through which said rodsreciprocate and by which they are supported, substantially as described.

6. In an automatic switch, the combination with the track, switch-point,spindle, leverarm and solenoids connected with said arm, of the T-shapedbox fitted to said track and inclosing said arm and solenoids and havingthe water-tight covers, substantially as described.

7. In an automatic switch, the combination with the track, switch-pointand lever-arm rigidly connected with said switch-point, of the T-shapedbox divided by vertical partitions into four chambers one of whichpartitions is slotted to permit the passage of said lever-arm, solenoidslocated in the two chambers in the arms of the T, cores in saidsolenoids, rods rigid therewith and projecting through the remaining twoof said partitions and j oining said lever-arm, and stufling-boxes forsaid rods in said partitions, substantially as described.

8. In an automatic switch, the combination with the track, switch-point,spindle and lever-arm, of the T-shaped box having the rabbets in itsupper edges and another set below the first, three vertical partitions,two rising only to the level of the lower set of rabbets and the otherpartition slotted for the passage of said lever-arm, a platesecuredwater-tight to the lower rabbets below said track and having astufling-box and. opening for said spindle, a plate secured water-tightupon the lower set of rabbets over said low partitions, covers fitted tothe upper rabbets, and electrically-operated devices located in said boxand connected with said lever-arm, substantially as described.

9. In an automatic switch, the combination with the switch-point,solenoids and cores for said solenoids constructed by theirreciprocation to shift said switch, of stops for receiving the impact ofsaid cores and thereby relieving the other parts of strain and shock,substan tially as described.

10. In an automatic switch, the combination with the switch-point,spindle rigid therewith, and lever-arm-projecting from said spindle, oftwo solenoids having cores connected with said arm, and stops for saidcores comprising screw-plugs fitting within the rear ends of thesolenoids, substantially as described.

In testimony that I claim the foregoing invention I have hereunto set myhand this th day of January, 1903.

MELBOURNE A. MARKS, JR.

Witnesses:

JAMES H. MGKINLEY, A. B. UrHAu.

